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Sweet, Jim! truck looks great. doing anything special to Aaron's truck?

i'll be using motor #1042 and pump #10585 (depending on PTO direction).

the PTO doesn't operate off of the trans gears; it is meshed with the countershaft, so gear choice is irrelevant.

i've got a hydraulic PTO calculator spreadsheet. with a given 30 fpm desired line speed and a 10k# 5th layer line pull, you need: 516 rpm input shaft speed 247 ft-lbs input shaft torque 10.8 gpm 2196 psi 13.9 hyd hp at the motor 16.3 mechanical hp at the PTO 0.75" minimum hose/fitting diameter...

ok, i meant in general, sorry. and the D60 requires different lockers according to the carrier split. i didn't know the 14 doesn't. neat o.

there's usually a case-split at around 3.73 requiring different carriers if using a lunchbox locker or other that isn't a full-carrier replacement.

early dodges had the front axle pumpkin on the pass-side. many of these trucks had 3.08 gears with the cummins, due to lack of overdrive or locking converter transmissions. 2nd gen thru present dodges have the pumpkin on driver-side. most will have 3.54 gears with the cummins; you'll find...

i need a step.

what exactly is the fuel source when a carb'd engine is running backwards?

Jim (aka cavemantrucks) had a local shop make them when he put my truck together. :beer:

the amount of force it takes to cycle the axle to the previous point of 'full compression' is now completely different with re-arched or taller springs. these new springs (even with similar spring rates as the old ones) will now take much more force to get the axle up to the bump stops...

you can use an input shaft for an alignment tool. [thumbzup]

the injectors are standard Cat parts - so then you must have problems with Cats, period. in 3 years, we had one stuck injector from a QM unit in the BN - a combined fleet of about 300 FMTV/LMTVs. and the brakes freeze because operators do not drain the air tanks as often as they are supposed...

it isn't only exhaust clearance that is an issue - it will be the lower rear corner of the fender to the inside of a turn that will suffer first. nice wheels.

6" custom lift springs in the front, 6" lift block w/ traction bar in rear. bobbed. pics in 'my albums'. i went full-hydraulic steering: no steering linkage issues and steers w/ 2 fingers while sitting still.

you want it to look cool or be functional? functionally speaking, i believe that you can't run the 53's without a lift. i think everyone that puts them on without a lift has just built a truck that can't ever leave the pavement. you need a lift for 53's. 4"? no. i have a 6" lift and the...

they will rub at partial turn combined with mild articulation offroad. you need to lift it if you are going to leave the pavement. if those lugs catch and you have any momentum it will rip your fender off.

i have the Ouverson UltraLocker in the front of my bob'er - i love it. several times i have forgotten to unlock the front hubs and drove around in 2wd - no binding; it unlocks the faster wheel just like the rear does and doesn't lock up until you apply power through the diff. i agree w/ the...

they are also currently in the Bradleys and MRLS.

there is a damaged LSAC-cabbed M1079 and other FMTVs in the first pic. it's battle damage. chock it up to ignorance if you'd like, but don't post such pictures.